TRANSPORTATION

Hokitika Guardian, 18 October 1932, Page 3

TRANSPORTATION

THE OPERATING SIDE. OF THE NEW ZEALAND RAILWAYS. (By J. 0. Schneider,. Traffic Superintendent N.Z.R., in Railways Magazine). Transportation is an essential part of the process of production. Coal je not of use when it is underground, but to be a utility it has to >be brought to tlie surface, and then transported to the place where it is to be used. The position is similar with regard 1 to any article that is grown, mined or manufactured. The farmer expends labour in producing wheat or wool, but whatever he produces must be moved to the place where it is required' for consumption, and this necessary transportation is part of the process oi production. Passengers also require to be ;qonveyed to Jthe place* where their labour may ‘be best employed, and in the case df holiday-makers, to the spot wher 6 they expect to get the maximum of enjoyment or relaxation.

Railway transportation covers the movement by rail of passengers,I’parcels, 1 ’ parcels, <and goods traffic. The 'branch controlling this movement operates the equipment provided by other branches, and collects the charges for the service performed. The actual movement of the traffic involves (a) the- receiving, loading, conveying, and delivering of goods; db) the working of stations -and goods sheds; (c) the marshalling and breaking-up of trains in shunting yards; and (d) tl j preparation of timetables and the running of trains in accordance therewith. ORGANISATION OF THE BRANCH.

Efficient transportation can be 'secured o r ly by detailed organisation, and by the delegation of responsibility to the- various members of the staff, so that no misunderstanding can arise as to the duty of e&ch member. This organisation 'is under the direction of the Traffic Superintendent,'Wellington, and functions through District Traffic Managers. The railway system of the Dominion is divided into seven traffic districts : Auckland, Wellington, Christchurch, Dunedin, Ohakune, Wanganui, and Invercargill, with a District Traffic Manager in control of each district: There are fiv 6 isolated sections : Kaihu, Gisborne, Picton, Nelson and Westport, and the traffic here is worked by the stationmasler-in-charge under the supervision of the Traffic Superintendent.

. Each District Traffic Manager oper- : ,ates his district by medium of his train running and transport officers, . stulionmasters and goods agents, with tlie necessary staff of clerks, foremen, ' guards shunters, signalmen, porters, .etc. By means of this staff and by personal contact he keeps in dose touch with the transportation require? irieoits of passengers and clients. Each etationimrst&r of necessity comes into close contact' with the users of the railway at his station, and is able to advise them as to the best way of despatching or obtaining their goods; and he is able to advise the District Traffic Manager as to the requirements in his district. Every care is taken t-o ensure that the younger members of the service make themselves efficient in the regulations with regard to charges and general working, so that they will be in a position to' give correct and definite information and advice, without" hesitation,, to the Department’s clients. Three examinations have to be passed bv these members, and their advancement in the service is conditional on the passing of these examinations. Members are enjoined to show that civility and helpfulness which is the due of all passengers and other clients of the Department. The (detailed organisation of the branch, and the hearty co r . operation of the staff ensure efficient working of the transportation machine.

The District Traffic Manager is in a position of great responsibility, for in addition to the general supervision of tlie' working of his district and of the staff, involving as it does the maintenance of -this discipline which brings efficiency, he is also the medium by which the general public in his particular district approaches the Department. VALLE Or STATISTICS.

It lias been found that the statistics compiled in the Chief Accountant's Office in connection with the working of traffic, are of great value to the controlling-officer, and {hey are the main check on operating performance. These statistics, based on data extracted from station returns, waybills and guards’ running sheets, are elaborate, and are compiled for each lour-weekly period' and for each year. They -are too extensive to . describe in detail, but. include revenue results from each district for each class of traffic, revenue per passenger journey, per ton, per ton mile, per train mile, and so on; expenditure for each class of work for each district, cost per train mile, per train hour, total freight tonnage, passenger- journeys, train hours, total engine’ miles, average train speed, average train load, cost of shunting services, cost of handling goods, ' cost of operating rail motors, road! motors, Llake Wakatipu steamers, and many variations of these statistics. •Some idea of the transport work performed .in the’ course of a year may be obtained from the statistics for one year which, in spite of a time of depression, show as under:— tons. Total passenger jonrn.eys, ordinary • 6,503,566 Total passenger journeys, season 12,652,034 Total freight tonnage ... 5,824,811 Net ton miles 481,943,198 Man Lours 12,498,612 Train miles a 10,279,538

To move this great, volume of traffic, trains are run in accordance with a time-table prepared to meet the requirements of traffic, and the service is increased, when necessary by special tpains run as directed in special train adVices issued by the District Traffic Manager for the district concerned. •All timetables, before being published, are carefully checked in every detail by a specialised staff, and the timetables are plotted on the train diagrams to ensure the maintenance of proper intervals and of 'suitable crossing stations. The times provided in’ ttie timetable or train advice are checked with the mileage and with the authorised schedule of speeds ito ensure that reasonable running time is allowed. SIGNALLING SYSTEMS, AND SAFETY.

Various systems of train protection are in force in the Dominion, and it only on small aiid unimportant lines that there is not some mechanical form of train protection. . The Tablet apparatus is the main protective system on single lines of railway. This apparatus works electrically, and only one tablet for any section can be obtained from the instruments at 'any one- time. On double lines the protective systems adopted are the Lock and! Block signalling and Automatic signalling. With the Lock and Block system the starting signal at a station cannot he released until the preceding train has cleared the station in . advance. This system is still in use between Heatlicote and ’ Christchurch and between Dunedin and Mosgiel, in tlie South Island. Automatic signalling, however, is the more modern system for double line working. Automatic signalling has also superseded the tablet system on several stretches of single line railway. Train control from central offices is now in operation over a great part of the lines of the Dominion. The interlocking of signals 'and points at large stations has contributed largely to the safety of train working, as lias also the equipment of all rolling

stock with the Westiugliouse automatic air brake. Rules and regulations are laid downregarding the working of trains and signals, and these are strictly applied, each member being examined annually as -to his knowledge of the rules andi regulations. The motto of the Department is “Safety First,” and every precaution is taken to ensure safe working. The rule books display prominently the following rule: “The first and most important duty of every member is to provide for the safety of the public.” In this matter of safety the Railway Department in New Zealand 1 has built up a splendid record—one of the finest in the world. IMPORTANCE OF ECONOMY. But in 'addition to safety and reliability another* factor that has to lie kept in view is the necessity for economic working. It is essential that the service be conducted with a minimum of cost. The reduction of goods tonnage due to the present trade depression has been seriously felt by the Department. * The law of Increasing Returns applies to the railway business, and the greater the volume of business, the less the cost per unit. Much of the expenditure is fixed and does not depend upon the volume of business, so that a rise in volume decreases unit costs, while a drop in the volume of traffic increases unit costs.

The present depression has, therefore, had a 'serious effect on the Railway finances, and unprecedented efforts have had to b e made to counterbalance the fall in revenue. In addition to other' economies it has been necessary to curtail train mileage in sympathy with the reduction in traffic and in revenue. -In making those curtailihents great ca-re has been exercised to gauge the requirements of the district concerned in conjunction with the traffic being carried, and curtailments have been made only where it appeared that the least inconvenience would be caused to the users of 'the railway. As an indication of the reductions that have had to be made during the past year, it may be stated that train m’Dage was reduced by 1,198.986 tra’n miles, or 10.45 per cent. This curtailment has been made without serious inoonveniencg to our clients.

TV adven t of the motor vehicle, and the great improvement in road surfacing during recent years, has added to the difficulty in holding traffic and maintaining the service on an economic basis.

Th e Transportation Branch is continually on the look-out for means of improving the service (without undue additional cost, and particularly for ways of accelerating despatch of traffic and giving greater convenience to its 'clients. In this respect a definite

programme of improvement to passen>er carriages is being carried on as funds available permit. A close contact is kept iwith modern transport developments, such as those in connection with rail motor vehicles, so that any development suitabl e .to the conditions peculiar to this country may be exploited when circumstances are favourable. The service is being constantly overhauled to effect every possible economy in operation that will not detract from the value of the service given, as it is recognised that in this time of economic depression the transportation industry, like all other businesses, must reduce operating costs to maintain stability in the industry. At the same time the transportation branch of the railways keep-' in close touch with th P business needs of the community, and' is fully alive to the imperative necessity for a safe, prompt, and reliable service.j

conditions peculiar to this country may be exploited when circumstances are favourable. The service is being constantly overhauled to effect every j possible economy in operation that I will not detract from the value of the j service given, as it is recognised that ' in this time of economic depression the transportation industry, like all | other businesses, must reduce operating costs to maintain stability in the \ industry. At the same time the transportation branch of the railways keep-' | in close touch with th P business needs of the community, and' is fully alive to the imperative necessity for a safe, prompt, and reliable service. |